Speed-governor.



H. N. JAHREN.

SPEED GOVERNOR. APPLICA`TIDN, HLED MAH. 31. 1916.

]Patented Apl'. 30, 1918.

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WITNESSES ATTORNEY AAA AAAAAAAAAAAAAAAA M pnrr saamise arma rrrn,

HELMER N'. JAHREN, OF GULL LAKE, SASKATCHEWAN, CANADA.

` srEED-GovERNoR. p p Lo Specficaton of Letters Patent. Patented Apr.. 3, 1913.

Application filed March 31, 1916. Serial No. 88,165.

TO all wbom it may concern:

Be it known that I, HELMER N. JAHREN, a subject of the King of Great Britain, residing at Gull Lake, in the Province of Saskatchewan and Dominion of Canada, have invented certain new and useful Improvements `in Speed-Governors, of which the following is a specification.

This invention relates to speed governors for internal combustion engines, and has for its primary object the provision of a charge regulating means whereby the flow of combustble gas from the carbureter may be minutely regulated, thus, permitting but a predetermined amount of fuel to pass to the engine.

The invention contemplates the provision of a device of the character described consisting of a shaft for carrying the usual detent arm, supported in suitable bearings by the engine frame; the supporting shaft having arranged thereon a plurality of eccentric bearing surfaces; arms fixedly mounted on the said eccentric bearing surfaces, one of said arms having pivotally connected thereto, at its upper or outer eX- tremity, the usual carbureter valve operating rod; a link member for connecting the' said arms and holding the same in an adjustcd position, a lever being pivotally secured to one of Said arms, while its remaining portion is provided with an elongated slot adapted to receive the sleeved portion.

arranged upon the remaining arm.

The anneXed drawings and the following description set forth in detailsuch mechanism embodying the invention, such disclosed means constituting, however, but one of the various mechanical forms in which the principle of the invention may be used.

In said anneXed drawings;-

Figure 1 is a fragmental side elevation of an engine with my improved regulating device applied thereto;

Fig. 2 iS a detail in top plan, partly in section, showing the arrangement of the regulating device upon the detached arm;

Fig. 3 is a Section taken on the line 3-3 of Fi g. 2;

Fig. 4 is a side elevation in detail of the device; 4.

Fig. 5 is a detail in perspective of the eccentrically arranged supporting shaft; and

Fig. 6 is a detail in perspective of the connecting link.

Referring now more particularly to the drawings, wherein like reference Characters denote like or corresponding parts throughout the several views thereof, reference will be had to the construction of the engine which may be of any type, but which in the present embodiment is shown to be a horizontal engine. A supporting frame A is provided for carrying the cylinder B and other various mechanism, which includes a drive shaft C having keyed thereto a spur pinion D, and also carries the usual centrifugal governing means, not shown, which means is connected with the sleeve E alined with the drive shaft C. The gear Or spur pinion D is connected with a spur gear F, which is of greater diameter, and carries the usual hand valve operating mechanism G. Rotatably supported by the frame A in suitable bearings, is a supporting shaft 1, which shaft carries a conventional form of detent arm H. The said detent arm having arranged upon its outer extremity, adjacent the sleeve E, a roller I. The construction,

as shown, is that of the conventional hori- Zontal engine, which is supplied with the usual hit and miss type governors and it is to be understood that the same forms no part Arranged upon the outer 'eXtremity of the` supporting shaft 1 is an eccentrically mounted sleeve 4:, which sleeve, has secured at its outer end an arm 5, the arm be-` ing provided with, adjacent its upper eX- tremity, an cnlargod portion 6, Said portion having arranged therein an aperture as at 7. This sleeve 4 may be constructed from brass, or of some Other comparatively Soft` metal, thus, ofl'ering an eflicient bearing surface for the second sleeve, which shall: be'subsequently described. The second sleeve includes an eccentrically mounted portion, as at 8, which surrounds the eccentric sleeve 4, thus offering, what might be termed, a double eccentric arrangement, while the outer end thereof has rigidly afiixed thereto, an

arm 9, which arm is provided with, at its 7 inglink12, thus, serving as eflicient means for afl`ording the connection between these two elements, while the arm 9 has passed through its aperture a right angularly disposed portion of the carbureter valve operating rod 17, as at 18, the said portion 18 also eXtending through the apertures arranged in the remaining end of the connecting linkl, the said link being held thereby against lateral movement by means of a cotter pin 19, which is passed through the outer end of the portion 18 this serving as suflicient Securing means. It is to be understood that the rod 17 is connected with the control or supply valve of a carbureter, not

V shown, whereby the flow of fuel therefrom may be sufficiently regulated.

In operation and assuming that the operator desires to increase the flow of fuel from the carbureter, the arm 5 is moved backwardly in the elongated slot 14 to a position as shown in dotted lines, by Fig. 4, whereupon the forward arm 9, will by means of the eccentrio mounting, be moved forwardly and slightly upwardly to a position as shown to advantage in dotted lines in the said Fig. L When this desired adjustment has been' obtained, the thumb nut 16 is turned into engagement with the connecting link 12, thus serving as eflicent means for securely binding or holding the elements in the adjusted position. e It is obvious that as the drive shaft C r0tates,'the speed governing mechanism, as carried thereby, will be so actuated as to pull' the sleeve E outward, thereby causing the beveled portion to press 'upon the roller I, Consequently, forcingthe same upwardly and causing the detent arm H to move downward, whereupon the exhaust valve, not shown, will be held open until the speed is reduced to normal. 1`he sleeve E, moving back, allows the detent lever to disengage the valve Operating hand mechanism G, and the former Cycle of operation is again taken up. During this operation, it will be noted that the arm 5 will actuate the supply valve operating rod 17, so as to close the same, thus facilitating A the reduction of the speed.

It is obvious that as the sleeve E moves ,1. outwardly it will engage the roller I So as to cause the detent arm H to be swung for retaining the exhaust in an open condition,

as hereinbefore specified. The sleeve on the detent H will obviously oscillate the sleeve 8. It should be specifically understood that the sleeve 8 is ordinarily held against independent movement with respect to the sleeve of the detent by frictional engagement between these elements, such engagement may obviously be of considerable strength. The sleeve 4: which is positioned within the sleeve 8, is also held against independent movement under Ordinary conditions by frictional engagement. This frictional engagement between the sleeves is caused by a very snug fit, and for this reason, when the sleeve of the detent H is oscillated, in either direction the oscillating motion will be imparted to the sleeves S and l, thus causing the arms 5 and 9 to be rocked. for reciprooating the rod 17. AS before Explained, the rod 17 is used for regulating the fuel supply to the carbureter of the engine. When however, it is desired to shift the rod 17 to cause the maximum or else a minimum supply to the carbureter, prior to the starting of the engine, the thumb nut 16 may be unscrewed so as to release the bolt- 16 from engagement with the arm 5 and within the slot 14: of the link 12 and then the arlns 9 and 5 may be gripped by the operator and swung away from each other, thus moving the arm 5 toward the end of the slot in the link 12, when it is desired to have an increased supply of fuel to the carbureter. When it is desired to diminish the supply the arms 5 and 9 will be gripped and urged toward each other and thus after the arm 5 has been moved to an adjusted position with respect to the slot 12, the nut 16 is again tightencd upon the bolt 15 to cause the arms 5 and 9 to be retained in a set position with respect to each other. It is obvious therefore, that when the detent arm I-l is rocked for opening the eXhaust valve and allowing the engine to be cooled as rapidly as possible, after the speed has reached a predetermined point, the shifting of the detent Will cause the frictional engagement between the several sleeves to rock the arms 5 and 9 and thus shift the rod 17 to out ofl' further supply of fuel to the carbureter until the speed of the engine has been reached to normal, and then as the sleeve E has been turned to its normal position to permit the roller L to resume its normal position, the detent 8 will return to its normal position and allow the eXhaust valve to again operate under normal conditions.

By providing the double concentric, hereinbefore specified, the Shifting of the arm 5 to the outer end of the slot as illustrated in dotted lines in Fig. 1 will cause the arm 9 to be Shifted upwardly and forwardly as also indicated in dotted lines in this figure. This will cause the arm 9 to be shifted to such a position as when the engine is started,

the maximum supply of fuel to the carbureter. Accordingly the speed of the engine Will be increased by 'the adjustment above specified. However, oWing to the position of the arm 9, under such conditions, the shiftng of the arms through the sleeve of the detent H Will very quickly out down the supply of fuel When the engine has exceeded a predetermined speed. The shifting of the arm 9 by the double eccentric arrangement Will cause the arm to have its outer end moved for considerable distance beyond the Central aXis of the shaft 1, Which position of the arm 9 Will cause the same to have a greater relative movement than Would be the case if a concentric mounting Would not move the outer end of the arm 9 outwardly from the central. aXis of the Shaft 1 and for this reason the outer end of the arm 9 Would at all times be svvung in the arc of a circle, the diameter of Which Would be equal under all conditions. By having this device mounted upon the double eccentric mounting, as specified, When the speed of the engine is to be materially increased, the outer end of the arm is shifted outWardly so that When it is sWung it Will move in the are of a circle, the diameter of Which Would be greater than the original diameter of the are of the circle in Which the arm Originally moves in. Accordingly, although the rod 17 Will be Shifted to cause the maximum supply of fuel .to the carbureter, the position at that time assumed by the rod 17 and the arm 9 Will be such that a very slight movement of the arm by the oscillation of its sleeve on movement of the detentarm Will cause the Supply to the engine to be quickly reduced for reducing the speed of the engine.

I claim- 1. Speed governing mechanism, including, in combinaton With supply valve operating means, an eccentrically mounted arm associated With said means, means for connecting said arm With the supply ValVe whereby a predetermined flow of fuel through the supply valve Will be permitted, and means connected With said arm for securing the same in an adjusted position.

2. Speed governing mechanism, including, in combination With supply valve operating mechanism, of a plurality of eccentrically mounted arms associated With said mecha- Caplea of this patent may be obtained for five cents each. 'cy adaressug the "Commissioner nism, a Valveoperating rod connected With one of said arms, Said arms being relatively adjustable for permitting a pre-determined fioW of fuel through the supply valve, and means connected With said arms for securing the same 'in adjusted position. a

3. Speed governing mechanism, including, in combination With supply valve operating mechanism, a supporting shaft, an eccentrically mounted arm carried by said support ing shaft, a second eccentrically mounted arm arranged adjacent Said first mentioned arm, a valve operating rod connected With one of Said arms, said arms being relatively adjustable for controlling a predetermined flow of fuel through the supply valve, and means connecting said arms for holding the same in adjusted position.

4. Speed governing mechanism, including in combination With supply valve operating` mechanism, a supporting shaft, a sleeved arm eccentrically mounted upon said Supporting Shaft, a Second sleeved arm supported by said supporting shaft and arranged about the sleeve of the first mentioned arm, said sleeved arms being relatively adjustable for permitting a predetermined flow of fuel through the supply valve, and means for securing the arms in adjusted position.

5. Speed governing mechanism, including,`

in combination Withsupply valve operating mechanism, of a supporting Shaft, a sleeved arm supported by said supporting shaft,` a second sleeved arm supported by said supporting shaft and arranged about the sleeve of said first mentioned arm, a supply valve operating rod pivotally connected With one of said arms, Said arms being relatively adjustable for controlling a predetermined` flow of ]fuel through the supply valve, a, link connectlng the outer eXtremities of said arms, said link having arranged in one eX tremity thereof, an elongated Slot adapted to receive a portion of the remaining arm and means for securing said arms in an adjusted position. y

In testimony Whereof I aftiX my Signature in presence of two Witnesses.

HELMER N. JAHREV.

of ratenta.

Washington., D. G." 

